I replaced the in-tank pump with a replacement style one. Put everything back together, but it's not working. The one I took out was working so-so, but once the car the was warm it would stall. Is it possible to wire the pump incorrectly? It's only 2 wires, so I thought I got it right? Or is it likely the pump is incorrect or bad? Thanks.

 

what year/model car is this? what fuel injection system does it have? there are different pumps for different configurations.

rumor has it a lot of aftermarket pumps are wired backwards out of the box.

 

What specifically is a "replacement style one"? It is the replacement fuel gauge sending units that may come wired incorrectly. Did you replace the whole sending unit or just the pump?

 

It's a 1980 244 DL. I believe it is CIS, but not sure how to identify. It is just a fuel pump that i replaced, utilizing the original (current) fuel sender assembly.

 

the primary pump for a CIS system is considerably higher pressure than the pumps used for later LH systems. I dunno about the tank transfer pump, however.

with LH a completely dead in tank pump will only cause running problems wehn your gas tank is less than about 1/3rd full, and these problems will usually just be power loss at full throttle and upper mid RPMs, but not outright stalling.

 

How do I identify which injection system it is? There is a "Lambda" logo on front grill.

 

I also was thinking about the thermo time (cold start) switch.

 

um, LH systems have a bosch 'MAF' (aka AMM) in the air path between the air cleaner and the throttle body, and they have electric connections to each fuel injector.

CIS-E aka KE-Jetronics, the injectors each have their own fuel line to a 'fuel distributor', and the air path goes under the intake manifold, up through the mechanical air meter part adjacent to the fuel distributor, then through the throttle body and into the intake manifold.

K-Jet/CIS fuel distributor:



LH fuel rail and injectors

 

I believe it is the LH, but i will take a closer look. Thanks.

 

1980 is pretty early for LH, I kinda thought those were still K-Jet.... but I've been wrong before.

anyways, I have very limited k-jet troubleshooting experience, none in volvos. I had a couple k-jet VWs 20 years ago but they never gave me a spec of trouble... I also have a K-jet Mercedes, but Merc's come with their own set of weird things to track...

 

1980 had the k-jet

 

Definately looks like LH, maybe it's a later motor.

 

no, actually, that looks like CIS

if it was LH, there would be a AMM/MAF (two names for same thing) similar to this between the air filter box and the throttle body.




that thing sticking up in the middle with the electrical connection is the early version Idle Air Control valve.

 

Than?s for the help. Problem not solved yet, but I haven't had much time to0 get at it. Do you think the thermo time (cold Start) switch should be replaced? I ask because initial symptom was that it would start and run fine until it was warm. The it would stall and not restart until it had cooled down for a half hour. Perhaps it is malfunctioning and not shutting down?

 

I'd be wondering about the lambda circuit, which is the o2 sensor, the control unit, and the EHA(*) valve which is on the side of the fuel distributor. those don't engage when the engine is cold, only when its warmed up some, usually after about 30 seconds of idling. but I'm only familiar with how Mercedes Benz did this on the late 80s/early 90s 300E family (M103 inline 6 engine). On the mercs, original EHA modulators has been known to fail from ethanol laced gasoline. its a rather expensive little part. Supposedly the new ones with new o-rings are ethanol safe, at least from Mercedes.

(*) EHA or Electro-Hydraulic-Actuator is Mercedes name, I dunno what Volvo calls the equivalent, but puts the "E" in CIS-E / KE-Jet.... it modulates the fuel pressure according to the exhaust lambda ratio as read by the O2 sensor.

ahh, ok, in Volvo KE-Jet land, its the 'Control Pressure Regulator', and its a seperate bit on a loop of fuel lines connected to the fuel distributor. the Mercedes EHA is directly bolted to the side of the fuel distributor with o-rings.

Volvo published a greenbook, TP 30454/1, on CI System repairs and maintenance for the pre-LH B19-B23 engines. this has extensive notes on diagnosing and repairing these systems.... and voila, I found a copy online. this is a very slow and overloaded server, probably someone's home box, so I suggest downloading this PDF once and saving it.
http://www.k-jet.org/files/greenbook..._ci_system.pdf

there's quite a few more greenbooks here,
200 Series | K-Jet.org (but by no means a complete set).

anyways, this is way out of my personal comfort zone as I think I said before. all my Volvos are LH 2.2 and 2.4.

 

Thanks for your help. I do have a CIS 911, but havent' had to mess with the FI system. Back to the 244- it will drive around for about 1-2 miles and idle for about 15 minutes before having the initial issue. When it re-occurs after the initial time, it happens within 5 minutes. I will plug away.